Derailer.



w. H. ENGLAND s. E. H. ALLFREE.

DERAILER.

MPLlcATloN msn MAR. 3. 1911.

Patented Dec. 25,1917.

2 suns-SHEET 1.

0 v 2 on d- ./f i fr w.4u. ENGLAND & E. H.`ALLFREE DEB/ULEB. ArrLlcArmN FILED MAR. 1911.

11,251,205. Patented Dee. 25, 1917.

im gaee,

UNITED sraras PATENT celeron.l

WILLIAM H. ENGLAND, or cnIcAGo, ILLINOIS, AND EDWIN n. ALLFREE, or IRoNroN,

oIIIo.

DRAILE.

Specification of Letters Patent.

Appiieatia ined Mariah s, 1917. serial No. 152,432.

To all whom 'z't may concern: Be it known that we, VILLIAM H. ENG- LAND and EDWIN H. ALLFREE, citizens of the United States, residing vat Chicago, in the county of Cook and State of Illinois', and Ironton, in the county of Lawrence and State of Ohio, have invented a. new and useful Improvement in Derailers, of which' the following is a specification. Y Our invention relates to derailers constructed to derail a train moving in either direction along the track into engagement with the derailer. y y

As a preface toa description of'our inf vention, it may be stated. that it is highly desirable that the wheel-deiiecting surfaces ofthe derail, forming the portion thereof which forces the wheel from the track be made as low as possible and that they extend at a relatively slight angle to the plane of the rail to which it is applied, inasmuch as the greater the angle at which the said deiecting Surface extends relative to the plane of the rail, the greater the thrust exerted against the derail in the derailing operation, with the manifest disadvantages.v

As double-end derailers have hitherto been provided they have either presented the disadvantage of the derailing surfaces being at too great an angle to the plane of the rail* for the practical and safe operation ofthe structures, or, where the angle at' which these defiecting surfaces extend 'relative to the plane of the rail, is less', and more nearly as desired, the derailer is of undue length,

rendering it very expensive to manufacturel and more dillicult to operate.V i

Our primary object is to provide a construction of double-'end derailer wherein its derailing surfaces may be caused to extend, relative to the plane of the rail, at substantially the same angle as in the case of singleend derailers of the long derailing surface type, without providing the structureof sub stantially greater length than in the case of the singleend derailing, or of undue height. Referring to the accompanying drawings: Figure 1 is a plan view of a derailer con-A structed in accordance with our invention, the derailer being shown as supported in p07A sition on the ties of a road-bed, adjacent a railwayvrail.v y Fig. Q is a section taken at the line 2 on Fig.l l and viewed inthe direction of the' arrow, this view showing our improved de railer in end elevation.

Fig. 3 is a view in side elevation of the de direction of the arrows.

The derailer block of the'device isrepresented at 6, this block being provided -with a shank-`portion 7 of reduced length, which Patented ec. 215, 1917.'

- 4 and 5, respectively, and viewed in the` extends between spaced uprights 8 carried by a base-plate 9 which in practice would be spiked, as indicated at 10, to the ties 11 supporting the rail, as, for example, that illustrated at Y12, and adjacent to which the deraileris to be located, the derailer-base 9 being located at the inner side ofthe -rail and the block 6 being pivotally supported on -the base 9, asthrough the medium of a* pivot-bolt 13 which extends through the upi rights S and the shank-portion 7 of the block, permitting the latter to'beinoved rinto and out of a position in which it rests upon the head of the rail, in accordance with coinmon practice, the block 6 being shown as connected with a rod 1e journaled at 15 in a lug 16 extending laterally from lthe shank 7 and forming' a connection'with a signaling device (notshown) when the derail is operated by hand.

According to our invention the upper sur# face of the block 6, considering it in a position in which it is seated upon the rail 12, is

of such form as to present more or less ab# rupt shoulders 17, 18, 19 and 20, the shouldlers 19 and 20 being in substantial alinement and the shouldersv 17 and 18 in substantialk alinement. The shoulders 17 and 19 extend at substantially the same angles tothe plane of the rail 12, and their ends adjacent the ends of the block 6 are so located that the flange of a wheel traveling along the rail '19. and riding up on the inclines 21 at the end of the block6 will strike against the shoulder 17 or 19, as the case may be, depending upon the direction in which the wheel is moving when it strikes the block. As shown in Fig. 3, the shoulders 17 and 19 are disposed'in substantially'the saine horizontal plane and meet at the point 2Q, which, by'

reason of the relatively long angleat which these shoulders extend relative to the plane of the rail, is at a pointclosely adjacent vthe innermost side of the head of the rail 12. The shoulders 17 and 19 serve, in coiijunction with the shoulders 1S and 20, respectively, as hereinafter fullyv explained, as defleeting surfaces for carrying the flange of the wheel from the inner side of ythe head of the rail 12 to a point beyond the outside of the rail, to effecttlie derailing operation. The shoulders 1S and 20, as will be readily .iinderstood from the drawings, extend from the point of convergence of the shoulders 1i drawings.

Assuming the derailer to be shown in the position illustrated in F ig. 1 and a train to be approaching the lowermost end of the derailer in this ligure, the tread of the wheel would ride upon the incline 21 and the flange of the wheel upon the portion of the block between the end of the shoulder19 and the surface 21, this surface, which is in the form of a channel 23 and is duplicatedat the opposite end of the structure at 24, being flanked by the shoulder 19 at one end `of the block 6 and the shoulder 17 attlie otherl end. The flange of the wheel in the forward movement of the latter by running against the surface, 19 would be deflected to the right in Fig. 1, and upon passing the point 22 would drop into engagement with the shoulder 20, which latter, forming in effect a continuation of the deiecting vsurface 19,` would serve to continue/to foi-ce the wheel, by engaging with its flange, to the right in Fig. 1, finally causing the flanged wheel to run olf the derail and drop to the outside of the rail.

Inasmuch as the ends of the derail block are duplicates, the engagement of the derail by a wheel moving in the opposite direction and approaching the block 6 from the upper end in Fig. 1, would be forced laterally across the rail by movement to the right in Fig. 1 in engaging the deiiecting surfaces 17 and 1S.

It will be readily understood from the i foregoing that by constructing a derailei' block in accordance with our invention the j derailer need not be substantially longer,

nor higher than a single derailer presenting a deliecting surface extending at the same angle to the plane of the rail. In other words, by our invention we are enabled to provide for the deflecting of a vehicle moving in either direction over the track by a derailer which is substantially no greater in length or height than a single derailer pre senting the saine slight anglebetween its deflecting surface and the plane of the rail,

thus presenting all ofthe advantages of de- -railing by means of a relatively slightly in clined derailing surface, by the provision of a` relatively compact and inexpensive construction and one presenting the maximum g ease of operation.

j ,While we have illustrated and describeda particular construction in which our invention is embodied, we do not wishtoibe-l understood as intending to limit it thereto, as the same may be variously modified and altered without departing from the spirit 'of our invention, it being our intention to claim our invention as fully and completely as the prior state of the artwill permit. j

What we claim as new and desire to secure by Letters Patent is-- j g 1. A derailer formed of a block adapted to rest upon a rail and having dei-ailing surfaces forengaging the flange of a wheel in moving into engagement with the block* from either direction, respectively, said derailing surfaces intersecting each other between their ends with portions of each therefaces beyond said intersection, adjaccntone" side of the block, being located in a plane below that in which the other portions of `said derailing surfaces adjacent said point of intersection, extend.

3. A derailer formed to rest upon a rail and having derailing sur-A faces for engaging the flange of a wheel in moving into engagement with the block from either direction, respectively, said derailing surfaces intersectingbetween their ends, the upper surfaces of the ends of said block at of a block vadapted ioo the portions thereof directly overlying the i rail, being inclined upwardly from their extremities toward the middle of the block for enga gement with the tread of the wheel,

and said block intermediate said upper surfaces and portions of said derailing ,surfaces adjacent the ends of the block, being channeled to receive the flange of the wheel.v

4. A derailer formed of a block adapted to restupon a rail and having derailingu surfaces forengaging the flange of a wheel in moving into engagement with the block from either direction, respectively, said de-y 5. railing surfaces intersecting between theirv` ends and the portions of said derailing sur` faces beyond said intersection adjacent one side of the block, being located in a plane iso below that in which the other portions of said derailing surfaces, adjacent said point of intersection, extend, and said block intermediate said upper surfaces and portions of said derailing surfaces adjacent the ends of the block, being channeled to receive the flange of the wheel.

5. A derailer formed of a block adapted to rest upon a rail and having derailing surfaces for engaging the ange of a wheel in moving into engagement with the block from either direction, respectively, said derailing surfaces intersecting between their ends, the lower portions of said derailing surfaces inclining downwardly toward the side of the block adjacent the outer edge of the rail.

6. A derailer formed of a block adapted to rest upon a rail and having derailing surfaces for engaging the flange of a wheel in moving into engagement with the block from either direction, respectively, said derailing surfaces intersecting between their ends and the portions of said derailing surfaces beyond said intersection, adjacent one side of the block, being located in a plane below that in which the other portions of said derailing surfaces, adjacent said point of intersection, extend, the lower portions of said derailing surfaces inclining downwardly toward the side of the block adjacent the outer edge of the rail.

WILLIAM H. ENGLAND.

EDWIN H. ALLFREE.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

